By Jonathon Masters

The past 15 years of dirt track racing have seen a plethora of disqualifications for rules infractions. It seems that every two years or so a new issue will arise and result in rule changes, arguments, and disqualifications.

We have seen traction control, tire treatments, onboard setup electronics, and all sorts of technically astonishing "rule breaking." And every time a new issue arises, the sanctioning bodies and tracks are quick to make new rules and find a way to enforce them. As a whole, they do a fantastic job keeping everyone honest and keeping up with the changing tech.

The teams have an important part to play in this as well. They work with series and tracks to assure they are properly informed and in the loop about everything happening that effects the competitors. It's an important relationship that keeps things like cost and cheating in check. Nobody knows these machines better than the drivers and crews who work on them day and night.

So how are so many teams coming in light on the scales?

One of the most basic rules we have in circle track racing of any discipline is a minimum weight requirement. After the checkered flag waves, cars need to make weight to claim the purse, qualifying time, or transfer position. In the case of Dirt Late Models that weight is mostly around 2,300 pounds. There are weight breaks and burn-offs that apply, but everyone is pretty much on the same page.

We all know the number. The cars are built with that number in mind, and the basic setup is based around it.

Teams will break their scales out a lot throughout the year as they work on setups and prepare new cars. We take scales with us on long trips and will scale at the track, a buddy's shop, a Wal-Mart parking lot, and anywhere else we set up camp. Most drivers and crew members can tell you how much their car weighs within 10-20 pounds at any given time. Top drivers live and die by this information.

That's why it seems so strange when these drivers come up light at the scales at big events.

Do not misinterpret this observation. I am not out to point fingers at anyone. The tracks and sanctioning bodies do a fantastic job at enforcing rules and keeping our sport in check. But it is only by teams and drivers working together that we will be able to sweep disagreements at the scales in the trash bin of yesteryear.


(Kevin D Liles, USA Today)

One of the easiest ways to fix these misunderstandings is by the sanctioning body requiring state-certified scales at tracks on its tour.

Don O'Neal of Martinsville, Indiana, told me how his salvage yards are required to have state-certified scales.

"We have to get both of our scales certified by the state," he said. 'It wouldn't cost them anything to have the state come in and certify the track scales. It would help get rid of any room for argument."

Late Model and Modified driver Jon Mitchell of Texarkana, Texas, is no stranger to the scaling woes of recent years. Mitchell was light at Kilgore, Texas, after winning his first United States Modified Touring Series event in May. Just over three weeks later, he returned and won an event there.

Mitchell was also one of the drivers disqualified this past weekend at the Topless 100 in Batesville, AR, for coming up light. He was in a transfer position in the B-Main.

"Yeah, the way I figured it, this scale deal has cost me at least $5K this year," Mitchell said. "I think it may be best if (the) series brought the same set of scales to the track every week so we were always using the same set. That way we always know what we're up against.

"A lot of these tracks have those big outdoor slab scales, and they get rained on and dirt gets on them on a weekly basis. I know getting those (series provided) scales certified is not possible because certification is done state by state, but there needs to be a better way. This deal's gotten too big for this stuff to be happening."

When it comes to drivers who know their car, you do not get any better example than Scott Bloomquist.

He has come up on the light side of many scaling calls over the past five years. This past weekend he was disqualified after coming up light after winning his heat race at Batesville Motor Speedway's Topless 100 only to rebound and win the event.

"Yeah we overcame it, but it ruined other people's weekend," Bloomquist said. "I really don't know what the answer is. I think all these track scales should be certified but the problem you run into is that some of these scales are in such bad conditions that they are not able to be certified. Some of these scales aren't much better than a kitchen scale.

"A lot of these tracks are operating on the edge anyway, and they aren't going to make the investment of putting a new scale in," Bloomquist continued. "You don't want to weigh your car down too much because that's counterproductive to what you're there to do. There should be a backup plan if everyone is running lighter than they should be, but they all want to stick with the initial call being made."

Whatever the problem may be, there has to be a correct action for drivers and series to agree upon and make together. Tracks, racers, and series officials all are part of the same team. We are there to put on a show and keep the sport turning.

- Jonathon Masters has a lifelong connection with dirt racing. His family has owned and operated MasterSbilt Race Cars manufacturing dirt late model chassis for 35 years. He attended college in North Carolina for motor sports management and has written for various industry publications. Jonathon was an account executive at The International Motorsports Industry Show, founder of the Heartland Auto Racing Show, and has been a racing industry professional for over a decade.

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